Accelerator brake control



Sept. 16, 1952 c. R. ADAMS ET AL ACCELERATOR BRAKE CONTROL 2 SHEETS-'-SHEET 1 Filed Nov. 14,' 1949 I B. DELERAY MOURON, ROBERT RWOOD 6 E R. ADAMS, INVENTORS. HUEBINER, BEEHLEIRWORREL,

0.SHE CLARENC HERZ/G 8 CALDWELL,

Sept. 16, 1952 c. R. ADAMS ETAL 2,610,716

ACCELERATOR BRAKE CONTROL Filed NOV. 14, 1949 2 SHEETS-SHEET 2 125 B.DELERAY MOURON, ROBERT G.SHERWOQD6 R E R, M

- INVENTORJ.

HUEBNER, BEEHLER, WORREL,

HERZ/G 8 CALDWELL, ATTORNEYS.

J: BY w, a 125 W 7? f atented Sept. 16,

UNITED STAT ES PATENT OFFICE 2,610,716 ACCELERATOR BRAKE cosimot care-mega. Adam 's,' Montr6se, R Dliert: c; Sherwo'od; West Hollywood, and B. Deleray Mo'u'ro'n, San 'Marino; Calif; assign ti DY-meSne'aSSignmeiit's, to' said" Sherwood and said Mouton 'Appiieama November 14, 1949, serial no; 127,192

8 Claims. (01; 192 3) This invention relates to automatic hrake'control and/or clutch control means preferably actuated by the accelerator of a motor vehicle. More specifically it relates to a mechanism associated withthe accelerator pedal of a motor vehicle by manipulation of which latter, element the'brakes of the vehicle may be autonriatically applied and/or the clutch operated. a v

This application contains somefsubjeet matter common to the co-pfending application .of G. Allan Cunningham'Arthur C.'Wa1gan ott, Robert C. Sherwood and J ack' C; Urban ekecutedNovember 8, 1949, and entitled'A'cc'elerator Brake Apparatus; e o a f Heretofo're" braking "systems of motor vehicles have" been independent oi the throttle but the brakes are" applied by removing" the foot [from the accelerator pedal and stepping on the brake pedal while simultaneously operating the clutch; especially where a full"stop 'is'made V Y Where" heavy traffic is encou'ntered and many stops and starts are required the" continuednecessity of operating the accelerator and thefclutch and the br'ake pedalsisjfatiguing and in 'critical situations "excessively time-consuming} so that collisions arefre'quent. However; even in areas of runway small traiiicwhere jj greater speeds" are permissible, an automobile, or the like may "he stopped or slowed downwith much 'greater facility and far greater speed if 'the' fsole operative movement of thedrivet of the vehicle for ac complishing such purpose is the slight movement ofthe-drivers ioot on theacc'elerator pdalither to release the pedal-entirelypr tofallow it to return towards its initial 'undepressed' condition tithe d i re x nt 'Aut "matic braking and clutchingffsys'tems known to "the priorart have moreover been tiresome in op'era'tiondue to the excessiv'e' demands of pressure and relatively non-selective move ment of the drivers foot for accomplishing the desired results. Y v r A It-is therefore among the objects -of this invention to provide a new andimproved'automatic braking-and/or clutching mechanism -i'or motor vehicles utilizing an intake manifold "or other vacuum creating source. H A M v It is another object of this invention to provide anew and improved accelerator construction for the-intended purpose described.

Yet another object of the invention is thefprovision-of a" new" and improved accelerator actuated structure featuring ease of acceleration in the; driving'range and a positive-initialvbrake releasing andoperating movement of the acceler ator pedal.

.e 2 Another object of 'the'in'vention' is the'provision of afnew and improved balanced 'yeti positiv'ef acting construction between the accelerator pedal and the vacuum-creatingmanifold. I

'Anoth'er furtherobjeet of the inventionisthe provision of a new and improved atmospheric and vacuum valve and port construction. M y Another object of the invention is the of new "and improved" selective r'neans'j under" the controlof a driver; for presetting the braking mechanism whereby the brakes "may 'befapplied to aselec edim x :extentw en the ads. Q. ator pedal is fully and optionally" instantaneously a ed-.. a M t, e A n j emen? hea np e i 'S sci lv O e 6f the invention are the prcvis'ionj ofnovel indie ing means cognizableby a' driver'jfo'r indicating h' b i t W a xten or d r e, the ai toz' m i k n ech sm thi t of novel and improved brake presetting mec a nism, the provision" of new and improved spring controls; cam controls,' valve controls; valve ad Jfus i m anis an ivalv we tingfs ufq ture, all associa'ted'with ease" and "positivenes'sof t n... tl'i 'm r e eriam gi heipbi t 19 th v n q bqt sp'e flqa i a to ro ei' pmvem Tq'v'e io iar vices jheiet afl intended to accomplish general similar purposes, W es an ot r. objects 'v w the,.., vention consists in the construction, arrange nt'. and combination of thevarious parts of the device whereby the objects contemplated are" attained, as hereinafter 'set' forth pointed out in the appended claims,' and" illustrated in the steampa'nying drawings.

Inthe M. .i Figure 1 is a perspectiveview of selected-operative parts of the braking "system of an automobile incorporating this invention. V

Figure 2 is an'elevational view of acarburetor control mechanism including a controlrod partially cut away by which said carburetor is conneied t? e n ani ven m t i, I Fi re. 3 is a v r a ecti a View a valve and nt n t1 X iir n v s invent e.-

Figure 4 is a verticalsectional view taken as-on a lined-4 of Figure 3.

. Figure 5 is an enlarged view of the mechanism st a d a h e t-ha d vs d oi i i showing the parts in a difierent operative-relationship. I p I ure 61 a e jvi w ra p fi q b he.

v selective control mechanism as exemplified in this invention.

Figure 7 is a vertical sectional view taken as on the line 1-1 of Figure 6.

Figure 8 is a perspective view of a cam used in this invention.

Referring more particularly to the drawings, there is illustrated in Figure 1 a hydraulic braking system of an automobile including a brake pedal I pivoted as at II for actuation of the plunger I 2 of a master fluid cylinder [3 which supplies braking fluid under pressure through tubing I4 to the individual brake cylinders I5 associated with the brake members I6 and I! in a conventional manner for operating the same.

The instant invention may incorporate a yoke pivotally secured to the brake pedal. Said connection may be made to the clutch pedal in a similar manner. A cable 2I may be secured to the yoke 26 and may pass around a pulley 22 and into the diaphragm, not shown, of a booster cylinder 23. A tube 24 may guide the cable 2| into the booster cylinder. A pipe 25 may connect with a booster side 26 of a valve unit 21 and another pipe 28 may also connect with a source of vacuum at 29. The opposite end 30 of the pipe 28 may be connected to the intake manifold or other vacuum-creating system of the automobile.

An accelerator pedal may be pivoted in the usual manner as on a pin 36 in the floor board of the automobile and is provided with a link 31 pivotally secured thereto at 38 and connected with a link 39 pivotally secured on a bracket 49 secured to the underside of the floor board as by a bolt 4|. Linkage rods 42 and 43, respectively, connect the link 39 to the carburetion control 44 and control link 45 of the braking unit 21 in a manner to be described.

Control connection between the accelerator pedal through the linkage rod 42 preferably includes a lost motion connection illustrated most clearly in Figures 1 and 2 and there designated at 45. Said rod 42 passes through a pivoted eyelet 4! and is provided with a stop or collar 48 so that when the accelerator pedal 35 passes through an initial angle A, no acceleration occurs, said angle corresponding to the movement measured by the distance between the collar 48 and the eyelet 41. Additional depression of the accelerator pedal through an angle B carries said pedal through the acceleration range for operating the carburetion control in the customary manner. Said initial movement of the accelerator pedal through the angle A, as will be described, likewise moves the linkage rod 43 associated with the breaking unit 21 for operating the mechanism thereof to release or apply the brakes.

A braking selector generally designated at 50 may be connected as by a flexible cable 5I to the braking unit 21 for regulating the amount of braking and presetting said unit for such purpose as will be set forth.

Referring more particularly to the braking unit as illustrated in Figures 3, 4 and 5, there is shown a preferably cylindrical housing having a side wall 55, a rear end wall 51, and a front end wall 58. A cam 59 is axially movable within the cylinder 55 by means of a link 60 to which it may be keyed as at El. The link 69 is connected to a pin and slot connection 62 to the control link 45 actuated by the linkage rod 43 as heretofore stated.

Cam wheels 63 and 64 rotatable upon opposed arms 65 and 66 are normally urged against the respective surfaces 61 and 68 of the cam, said surfaces being composed of flat portions 69 and I0 and curved portions 'II and 12. The cam adjacent the curved portions II and 72 may be formed with a bore 13 into which may be secured as by threading, or otherwise, a. tube 74 axially accommodating a plunger rod 15 having a keeper 16 keyed thereto. The rod 15 may be formed with an annular shoulder 18 within the tubing 14 and another shoulder 19 and may be further formed with a threaded bore 89 by which the same may be secured to a threaded end 8| of a shaft 82 whereby diaphragm plates 83 may be sungly positioned against a diaphragm 84 held as between the housing 55 and a housing 85 by any bolts 95 or the like. Slidably fitted upon the shaft 82 is a suction or vacuum valve element 8! normally held against a shoulder 88 formed on the shaft 82 as by a compression spring 89. An end 90 of the shaft 82 is engageable, as illustrated in Figure 5, with an atmospheric valve element 9! normally urged against a seat 92 as by a compression spring 93.

The housing 85 is formed with communicating ports and passageways interconnecting the vacuum ports leading from the pipes 25 and 28, respectively, with a vacuum port 95, a frustoconical vacuum valve seat 96, a common atmospheric and vacuum bore 91, an annular chamber 98, the frusto-conical atmospheric valve seat 92 and an atmospheric chamber 99. A filter I00 is positioned adjacent an atmospheric port IOI and includes a wire screen or the like I92.

The arms 65 and 65 are normally urged together by means of coil springs I I0 and I II holding the cam wheel 63 and 64 forcibly against the cam surfaces 61 and 68 during the acceleration range, angle B (Figure 1) corresponding, for example, with the dotted outline showing II2. It will be observed that when seated cam wheels are so engaged with the flat parallel surfaces 69 and I0 no axial movement of the cam 59 will be effected by said wheels.

However, during engagement of the cam wheels 63 and 54 with the curved cam surfaces H and 12, as will occur during the initial range of pedal movement indicated at angle A of Figure 1, and as set forth in an extreme position of deceleration in solid outline in Figure 3, said cam 59 will be urged to the right. A neutral cam wheel position at points II3 corresponding to an intermediate dotted outline showing H4 in Figure 3 will correspond to a position of the accelerator pedal also illustrated in dotted outline at II5 between the pre-acceleration range A and the acceleration range B.

Thus free acceleration may be had within the acceleration range independent of the influence of the thrust provided by the cam wheels 93 and 64 while said cam 59 will be under said influence of the cam wheels 63 and 64, preferably though not necessarily with increasing force, moving said cam 59 to the right as illustrated in Figure 3, as the extreme position of deceleration is reached by the accelerator pedal.

- A stepped construction I I8 as seen in Figure 3 is provided on the cam 59 adjacent a finger I I1. Said finger is extensible by a wire I I8 of the flexible cable 5I associated with the braking regulator 59 for engagement in any selected one of the individual steps, illustrated, by way of example, at I20, I2I, I22 and I23. Thereby the amount of axial movement of the cam 59 will be limited.

Thus, if the flnger II! is engaged with the step I20, a lesser limitation of the right-hand movement thereof (Figure -3)' under the influence of the cam wheels 63 and 64"would o'ccur than if said figure were engaged; respectively," withstps l2l,l22,i23or'l24.'

Said selective extension of'the flng'er IIBmay be occasioned, as illustrated most clearly in Figures 6 and 7, by the pivotal movement of an L-shaped link l25 having' a handle-125 which projects beyond a plate-I21 "optionally-marked with'Pdry, wet, ice" and oiiP' positions-intended to designate, respectively, thed esired con dition of the brakingunit 'When' the sameis most strongly operative (as it would be 'ifthefing'er were I disengaged fr'om'any step) or the "desired condition thereof if the streets'we're dry, wet, or

to a battery I292) so that when a switch l29cis closed the lamp I29 is illuminated and is visible through a colored button l29d. The 'movement of the L-shaped link l25 to a dotted line position illustrated in Figure S corresponding with the off position of the braking unitopens the switch l29c by engagement of the link I25 with an arm l29e attached to one of the blades'of the switch, extinguishing the 1amp. I I I Within the tube 14 and preferably' engag eable against the keeper l6 and the shoulder 18, the latter also having a keeper I30, is a coil or cushion spring I3l normally urgingthe'keeper I30 against the shoulder 18, said keeper being also engage-, able'against an end I32" of the tube. Another coil'or diaphragm-retracting spring l33 is conflned within a portion I34 of the housing 55 and normally urges the diaphragm 84"tothe left as illustratedin Figures Sand 4, thereby opposing the cushion spring [3t which, however, is normally of greater strength than said diaphragm-. retracting spring. Thereby the shaft 82 is normally held at an extreme of left-handmovem'ent most clearly illustrated in Figure'3 wherein the keeper 130 is heldagainst the end I32 ofthe tube. 'In an optional constructionthe keeper I30 may be eliminated as may the shoulder 18 inwhich case the cushion spring l3l would have a normal length in its uncompressed condition equivalent tothe distance between the keeper 1.6 and the illustrated location of the keeper130.

, The springs H0 and ill-are suificiently strong to overcome the cushion spring I3 I when the cam wheels 53 and 64 ride over the curved cam surfaces II and 12 so that when the accelerator pedal is released by the driver, the normal condition'of the parts is as illustrated in Figure 3, wherein, assuming the braking unit would be 0perative, the cam 59 is at an extremeof'righto eration the biiere'aen' of this "inven ion a was; the automobile is seated in msr'feu'swmary:

sition withhis foot upon the a'c'ceieratorypeda 35. If the automobile motor is running one vacuum is otherwise created in the'carburetor intake manifold and the pipe 28, 'theacceljerator pedal then being in its extreme position ordeceleration as illustrated in solid outline mingure 1, acustomary accelerator spring 140 or'other conventional springs associated with the carburetor will move the cam 59 to an extreme of righthand movement as illustrated in Figure 3. Such movement will be transmitted byway of the seY- eral links 31, 39, 43, and 60. The'cam; 53 will be at its extreme of right-hand movement,

asIi llustra ted in Figure 3. The cam wheels il and 54 will bear against the curved surfaces H,

and" 1 2 under theinfiuenc'e offthe coil springs H0 and Ill. The cushioning spring l3l-willbe slightly; compressed by the greater force o f-seid springs H0 and Ill due to theextreme righthand position of the cam 59. The diaphragm retracting spring 133 will be likewise-compressed to some extent due to the greater force of the cushion spring l3l. The diaphragm 84 will be held to an extreme of right-hand movement as likewise illustrated in Figure 3. Said positions of the partsbrings the-shaft- 82 to an extremecommunicate freely with the vacuum-chamber 59, the common bore 91 and the pipe 25 leading to the booster 23. The booster diaphragm, not

shown, will be drawn under the influence of-the vacuum upwardly as represented in Figure-idepressing the brake pedal l0 through the-cable 2|. Said depression of the brake pedalacting upon the master fluid cylinder I3 operates' the' brakes in a conventional manner. The brakes will be held in operated position solong as -a vacuum is maintained in thevacuum chamber'95.

j If the automobile isthen to be operatedthe driver places-the gears in mesh through the customary transmission, whether;- hydraulic or mechanical. If the'booster 23 or another separate booster similarly connected with the pipe,

25 or an off-shoot thereof is-connected to a clutch pedal of the automobile ina similar man--' hand movement thus overcoming cushioning I spring l3l, which in turn overcomes the diaphragm retracting spring I33 permitting the atmospheric valve elemental to seatfand lifting the vacuum valve element 81 from its seat96. A' v ac-' uum from the manifold of the automobile thereby acts upon' the booster 23 connected with the brake l0 to operate the "brakef and/or I cIutch (not shown) her to its connection to thebrake pedal, the.

clutch will be held in; depressed position similarly to the brake. Therefore, the driver will merely shift gears. 'Then he will depressthe accelerator -pedal 35 to the position I I5 illustrated in dotted outline in Figure 1; which will serve through the linkages" aforesaid to movethe, cam 59 to the position H4, illustrated in dotted outline in Figure 3. In such position the cam wheels 63 and 64'will rest against the cam. surfaces 61 and 68 at the points H3 between the curved cam' surfaces Hand 12 and thepar allel cam surfaces 59" and I0. In', such"po si tion 5 the'rod 15 is freed for movement within thefbore 13' of the cam in the range" of acce1erationor.

the accelerator pedal 35.

When I the accelerator pedal'iis I depressed. through the accelerationrange indicated by the ahgleB of Figure 1, the camwheels G3 an'd 54, ride freely over the cam surfaces '69 and 'lflfafid provideno axial thrust by virtue of their springs H0 and Ill. In said driving range the braking.

n tf :1 is inoperative to 'appI the Ibrakesfand: the position of the" valve parts are as illustrated 7 in Figure 5. The cam in such position is as noted in dotted outline at H2 in Figure 3. Referring in particular to Figure 5 the shaft 82 is moved to the extreme of its left-hand movement by the" diaphragm retracting spring'I33 inasmuch as the cushioning spring I3I no longer counter-balances said spring as heretofore noted due to the movement of the tube 14 and its end abutment I32 to the left and away from the influence of said spring I3I. Said leftward movement of the shaft 82 frees the vacuum valve element 8! which then seats under the influence of its spring 89 against the frusto-conical bore 96. For such purpose the vacuum valve element like the atmospheric valve element 9| is provided-with an O -ring' I4I of preferred circular cross-section. The end 90 of the shaft 82 engages in its leftward movement the atmospheric valve element 9| lifting the same from its seat against the frusto-conical bore 92 permitting air from the atmosphere to enter the system through the filter I00, bore IOI, chamber 98, common bore 91 and pipe 25, thereby relieving the vacuum in the booster 23 and permitting the brake to release to its conventional coil spring It will thus be seen that movement of the shaft 92 to the left to unseat the atmospheric valve occurs substantially simultaneously with the seating of the vacuum valve element 81 and the converse movement of said shaft 82 to the right permits the seating of the atmospheric valve and unseats the vacuum valve actuating thebooster 23 to operate the brakes and/or clutch.

A delicate balance is thus achieved between the atmospheric and vacuum valve depending of course upon their diameters and the total flow permissible past them in their fully opened as well as their partially opened positions. A movement in valves of a diameter approximately corresponding to that illustrated in Figure 5 might not exceed 5 to of an inch between the operative fully opened or fully closed positions thereof. If greater axial movement of the shaft 82 is not desired during fully opened and fully closed positions of said valves, manufacturing tolerances in the valves and their seats will remain high. Applicant has met the need for slight movement in the shaft 82 coupled with economical construction in the associated valve by the provision of his O-rings HI and the otherwise tapered valve and seat construction.

Moreover, it'has been found possible to achieve a. desired degree of accuracy within a few thousandths of an inch by providing a separate threaded housing I43 making threaded connection with the housing 85. The amount of axial threaded movement of the housing I43 within the housing 85 establishes the relative closed and open limits of the exhaust and atmospheric valves. When the optimum position of the housing I43 is obtained and adjusted for the braking unit in question, the housing adjacent threads I44 may be peened or spiked, thereby retaining the two housings I43 and 85 in such adjusted position.

If the threaded housing I43 is adjusted too far to the right, insufficient clearance will be left between the shaft 82 and the atmospheric valve. Involuntary movement of the shaft has in such circumstances been found to occur resulting in a galloping" of the automobile. On the other hand, if the clearance between the atmosphericvalve and .the shaft is set at too greata'value, a gradual leakage of the vacuum valve has been found to occur.

Adequate brake control is possible in any range of shaft movement which serves to open the atmospheric valve while closing the vacuum valve and vice versa. Preferably one valve should close at the same stage of shaft movement at which the other opens. Or, the shaft may be of such a length or equivalent structure provided permitting both valves to be slightly open simultaneously. In any event, it is desirable that the rapidity of movement of the shaft when compared with the corresponding flow permissible through the valve control ports gives some control to the driver of the automobile. Therefore, it is to be desired that aslight movement of the accelerator pedal 35 in the braking range designated by the angle A give corre-v sponding slight fractional values of the total possible braking power for any settingof the braking regulator.

Said rapidity of stoppage is, in addition, dependent upon the setting of the braking regulator whose function is to establish the maximum speed and intensity at which braking can occur when the accelerator is instantaneously released. Such maximum is established by control of the maximum opening of the vacuum valve at any particular setting of the regulator.

It is also possible to obtain any desired amount of opposing accelerator pressure by tapering the otherwise parallel cam surfaces 69 and I0 slightly, say five to ten thousandths of an inch per inch. While it is desirable to obtain rapid, positive valve action, the cushioning and more or less delicate balance of actingv forces, contributes to smooth, non-jarring valve operation and adds to driving safety and enjoyment.

A coil compression spring (not shown) may be interposed between the housing I34 and the cam 59. Such a spring, if used, may encircle the shaft between said elements normally urging them apart but with lesser tension than either thespring I3I or I33. Such a spring tends to cushion any tendency towards slamming action of the wheels 83 and 64 due to theshift of their applicable direction of thrust in rolling over the curved cam surfaces II and I2 and/or due to the pick-upof the spring III by .the sleeve I4 during said right-hand movement of the cam 59. Probably such cushioning effect is occasioned by the tendency of the described spring to urge,

the throttle 35 towards a position of deceleration which is ordinarily opposed by the foot of the operator.

This invention features the provision of a new and improved automatic accelerator braking unit having a new and improved operative and structural relationship between the effective braking range of the accelerator pedal and the free driving range thereof. It also features the provision of a new and improved atmospheric and vacuum valve construction, anew and improved adjustable relationship between the atmospheric valve and its operating mechanism and therefore also between the atmospheric valve and the vacuum valve in the event two such valves are provided. Likewise featured is the manipulative pre-set mechanism under the control of 'a driver for adjusting the operation of the brakes to variant weather conditions, driving conditions -or personal preferences of the driver.

While the above description refers to a vacuum-operated system, it is also possible through adaptations well known to those skilled in the art of braking systems to modify the instem invention for o erat n b res u ized means.

A thou h he in ntionha b e re nr h wn snd'describedin what is oncei d t be h most practical and preferred embodiment, it

reco i dth tdepartur m e ma h from i hi the s o e of h in en i n whi is not to be limited to the details disclosed herein but is to be accorded the full scope of the claims s a to em race an nd l equivalent struct r s 7 Th in n ion. h n bee h r in described, hatwe la m as ne and esi t secur b iet ers, Pat n is:

L. I na r e iq a vacuum ner i d br kin syste a v u m man a pi onnaimg'ne uum n l with, e b akin system a brak n al e un om n a o ns, in e e n ai P pe sin d ns justable linkage for a controlled application of vacuum to thebraking system, an engine throttle valve lever for controlling said linkage, means yiel dably retaining the throttle valve lever at its closedposition, said linkage including a lost motion connection, said throttle valve lever being under the control of a driver adapted to be moved through an initial interval of travel for actuation of said braking valve unit progres sively from an operative open to an inoperative closed position without the actuation of the throttle lever and including a second lost motion connection adapted to be actuated through an additional interval for normal functional actuation of the throttle control lever While the brakecontrol valve remains closed, the improvement residing in: said second lost motion connection in said braking valve unit comprising a shaft axially movable in said braking valve unit under the influence of said throttle lever, valve means controlling said vacuum engageable by said shaft for controlling said valve means, a cam connected to said shaft and movable therewith, a number of cam followers mounted in said braking valve unit normally spring-urged laterally against said cam, said cam havinga number of inclined surfaces against, which said cam followers ride in a manner to urge the cam in an axial direction to assist said means yleldably retaining the throttle valve lever at its closed position for resisting normal engine throttling movement of said lever through said linkage during said initial interval of travel of said throttle valve le el; Said cam being formed with an abutment, manipulative means under the cojritrol of a driver including extensible means engageabie against said abutment to limit the axial movement of said cam and said shaft.

2; In a motor vehicle, a vacuum energized braking system, a vacuummanifold, a pipe connecting the vacuum manifold with the braking system, a braking valve unit comprising a housing interposed in said pipe and including adjustablelinkagefor a controlled application of vacuum tothe braking system, anengine throttle val ve lever for controlling said linkage, means yieldably retaining the throttle valve lever at its closed position; said linkage including a lost motion connectiomsaid throttlevalve lever bemg under the control of a driver adapted to be moved through aninitial interval of travel for actuation of said braking valve unit progressively froman operative open to aninoperative closed pos't' n without the actuationjof thethrottle and including :a ..second 4 lost motion con 2e; have i9. is aqiustsqsihrsseii c n W in said braking valve unit comprising a shaft axially movable in said braking valve unit under the influence of said throttle lever, valve means controlling said vacuum engageable by said shaft for controlling said valve means, a cam con nected to said shaft and movable therewith, a

number of cam followers mounted in said braking valve unit, normally spring-urged laterally against said cam, saidcam having a number of inclined surfaces against which said cam fol owers ridein a manner to urge the cam inan axial direction to assist said means yieldably res taining the throttle valve lever at its closed position for resisting normalengine throttling movement of said lever through said linkage duriingv said initial interval of travel of said throttle valve lever, said cam being formedwith an abutmerit, manipulative, means underthe control'of a driver including extensible means engageable against said abutment to limit the axial move.- ment of said cam and said shaft, said abutment comprising a series of graduated steps, said extensible mean including apivoted L-shaped link having a handle, said extensible means being selectively engageable in any of said steps.

3. In a motor vehicle, a vacuum energized braking system, a vacuum manifold, a pipeconnecting the vacuum manifold with the braking system, a braking valve unit comprising a housing and valve means interposed in saidpipe, adjustable linkage for a controlled application of vacuum to thebraking system, an engine throttle valve lever for controlling said linkage, means yieldably retaining the throttle valve lever at its closedpositmn said linkage including a first lost motion connection, said throttle valve lever being adapted to be moved under the con-.- trol of a driver through an, initial interval of travel for actuation of said braking valve means progressively froman operative to an inoperative position without the actuation of the throttle lever due tosaid first lost motion connection, said braking valveunit including a second lost motion connection adapted to be moved through an additional interval for normal functional actuation of thethrottle control lever while the brake control valve ,means 7 remains inoperative, the improvement residing in: said second-lost motion connection comprising a, valve control shaft axially movable in said braking valve unit under the infiuenc of saidthrottle lever and linkage; said valve means being engageable by said shaft for controlling said valve means, a cam associated with said shaft and movable therewith, a number of cam followers mounted in said braking valve unit including spring means by which said cam followers are normally urged laterallyagainst said cam, said cam having a number of cam surfaces inclined relative to the axis of said shaft and against which said cam'followers ide in a manner to urge the cam and shaft in an axial direction to operate said braking valve means and for opposing normal engine throttling movement of said lever through said linkage during said initial interval of travel of said throttle valve lever, said shaft being operative at one limit of axial movement to operate said braking valve means and being operative at anopposite limit of axial movement to render said braking, means inoperative, said shaft being formed 'with a: tubular 7 portion secured to said cam and a free portion engageable with said valve means, a non-valve engaging end of said free portion being telescoped within the tubular portion, shoulders formed at the outer end of the tubular portion and the non-valve engaging end of the free portion, a spring cushion of lesser length than the tubular portion disposed between said shoulders and operative at said extreme valve operating position of the shaft to yieldably operate said valve means, said spring cushion being inoperative in said inoperative position of the shaft thereby providing a free overrunning connection between the tubular and free portions of said shaft.

4. In a motor vehicle, a vacuum energized braking system, a vacuum manifold, a pipe connecting the vacuum manifold with the braking system, a braking valve unit comprising a housing interposed in said pipe and including adjustable linkage for a controlled application of vacuum to the braking system, an engine throttle valve lever for controlling said linkage, means yieldably retaining the throttle valve lever at its closed position, said linkage including a lost motion connection, said throttle valve lever being under the control of a driver adapted to be moved through an initial interval of travel for actuation of said braking valve unit progressively from an operative open to an inoperative closed position with out the actuation of the throttle lever and including a second lost motion connection adapted to be actuated through an additional interval for normal functional actuation of the throttle control lever while the brake control valve remains closed, the improvement residing in: said second lost motion connection in said braking valve unit comprising a shaft axially movable in said braking valve unit under the influence of said throttle lever, valve means controlling said vacuum engageable by said shaft for controlling said valve means, a cam connected to said shaft and movable therewith, a number of cam followers mounted in said braking valve unit normally spring-urged laterally against said cam, said cam having a number of inclined surfaces against which said cam followers ride in a manner to urge the cam in an axial direction to assist said means yieldably retaining the throttle valve lever at its closed position for resisting normal engine throttling movement of said lever through said linkage during said initial interval of travel of said throttle valve lever, said shaft having a free end portion engageable with said valve means, a

limited action cushioning spring connection between said end portion and the remainder of said shaft normally urging said end portion at an extreme of extension of said shaft in a direction to actuate said valve means for operating the braking system, a retracting spring connected to said end portion of said shaft and engageable with a portion of the braking valve unit normally opposing but of lesser strength than said cushioning spring.

5. In a motor vehicle, a vacuum energized braking system, a, vacuum manifold, a pipe connecting the vacuum manifold with the braking system, a braking valve unit comprising a housing interposed in said pipe and including adjustable linkage for a controlled application of vacuum to the braking system, an engine throttle valve lever for controlling said linkage, means yieldably retaining the throttle valve lever at its closed position, said linkage including a lost motion connection, said throttle valve lever being under the control of a driver adapted to be moved through an initial interval of travel for actuation of said braking valve unit progressively from an operative open to an inoperative closed position without the actuation of the throttle lever and including a second lost motion connection adapted to be actuated through an additional interval for normal functional actuation of the throttle control lever while the brake control valve remains closed, the improvement residing in: said second lost motion connection in said braking valveunit comprising a shaft axially movable in said braking valve unit under the influence of said throttle lever, valve means controlling said vacuum engageable by said shaft for controlling said valve means, a cam connected to said shaft and movable therewith, a number of cam followers mount? ed in said braking valve unit normally springurged laterally against said cam, said cam having a number of inclined surfaces against which said cam followers ride in a manner to urge the cam in an axial direction to assist said means yieldably retaining the throttle valve lever at its closed position for resisting normal engine throttling movement of said lever through said linkage during said initial interval of travel of said throttle valve lever, said valve means comprising distinct frustro-conical atmospheric and vacuum valve elements having O-type sealing rings extending from their conical surfaces, said housing being formed with frustro-conical bores respectively associated with and adapted to receive said frustroconical valve elements in scalable relationship, said shaft being adapted to abut said valve elements to open and close the same alternately in opposite limits of its said axial movement, said shaft having a lost motion interval with respect to one of said valve elements in an intermediate position of said shaft when said atmospheric valve element is closed while said vacuum valve element is only partially opened.

6. In a motor vehicle, a vacuum energized braking system, a vacuum manifold, a pipe connecting the vacuum manifold with the braking system, a braking valve unit comprising a housing interposed in said pipe and including adjustable linkage for a controlled application of vacuum to the braking system, an engine throttle valve lever for controlling said linkage, means yieldably retaining the throttle valve lever at its closed position, said linkage including a lost motion connection, said throttle valve lever being under the control of a driver adapted to be moved through an initial interval of travel for actuation of said braking valve unit progressively from an operative open to an inoperative closed position without the actuation of the throttle lever and including a second lost motion connection adapted to be actuated through an additional interval for normal functional actuation of the throttle control lever while the brake control valve remains closed, the improvement residing in: said second lost motion connection in said braking valve unit comprising a shaft axially movable in said braking valve unit under the influence of said throttle lever, valve means controlling said vacuum engageable by said shaft for controlling said valve means, a cam connected to said shaft and movable therewith, a number of cam followers mounted in said braking valve unit normally springurged laterally against said cam, said cam having a number of inclined surfaces against which said cam followers ride in a manner to urge the cam in an axial direction to assist said means yieldab y r t ni g the throttle valve lever at its closed position for resisting normal engine throttling movement of said lever through said linkage during said initial interval of travel of said throttle valve lever, said valve means comprising distinct frustro-conical atmospheric and vacuum valve elements having O-type rings secured in their conical surfaces, said housing being formed with frustro-com'cal bores respectively associated with and adapted to receive said frustro-conical valve elements in sealable relationship, said valve elements and said frustro-conical bore portions being arranged in alignment, said shaft axially extensible through said bores and having an end abutment engageable with the smaller end of one of said frustro-conical valve elements in one reciprocative movement of the shaft for lifting said element from its frustro-conical bore, a portion of said shaft being axially slidable through another of said valve elements and having a shoulder engageable with the smaller end of said vacuum valve element for lifting the same from its frustro-conical bore in an opposite reciprocative movement of said shaft, springs between said housing and said atmospheric and vacuum valve elements respectively urging said elements sealably into their respective frustro-conical bores.

7. A braking valve unit as characterized in claim 6 in which a separate housing is threadably secured to said braking unit housing and one of said bores being formed in said separate housing whereby the axial distance between said bores may be adjusted to regulate the open and closed positions of said valves with respect to one another and with respect to the valve-element engaging parts of said shaft.

14 8. In an automatic brake control apparatus for motor vehicles as characterized in claim 14, a control lever in said control device, said lever being movably mounted, an electrical signalling means including a lamp visible to the operator, a source of electrical energy, an electrical conductor including a switch controlled by the movement of said lever whereby said lamp is illuminated in a position corresponding to an on-position of the automatic brake apparatus, said apparatus having an off-position at an extreme of lever movement wherein said extensible means engages said valve element to prevent opening of said conduit means, and a spring connection yieldable under the influence of the foot pedal linkage connection with said valve device in the off-position of said lever whereby continued operation of said foot pedal is permitted in said off-position.

CLARENCE R. ADAMS.

ROBERT C. SHERWOOD.

B. DELERAY MOURON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,824,050 Joers Sept. 22, 1931 2,087,305 Schmitt July 20, 1937 2,152,060 Kliesrath Mar. 28, 1939 2,207,041 Vau July 8, 1940 2.325.771 Hemphill Aug. 3. 1943 

